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Also reiterates recommendations on audio/image recorders, as well as asked Amtrak to report twice a year on its progress in the installation of the recorders.
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Railroads currently have until Dec. 31 to install the positive train control system, which some Democrats have complained is an unfunded mandate, however, and some Republicans had pushed to move it back before the Amtrak crash in May.
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The “Railroad Reform, Enhancement, and Efficiency Act,” which was unanimously approved by the Senate Commerce, Science and Transportation Committee, would authorize Amtrak for the next four years at an average $1.65 billion a year. Additionally, $570 million in total grant funding would be made available every year.
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In times of disaster or tragedy, public transit agencies are frequently called upon to assist their communities and other transportation organizations. In case of fire, evacuation or accident, buses may be used to shelter or transport the displaced or injured, or serve as a respite site for first responders.
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In December, the Northeast Corridor Infrastructure and Operations Advisory Commission voted, 17-1, to approve a new cost-sharing policy, designed to spread the burden for spending $425 million a year for the next three years for maintenance and upgrades on the corridor.
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The Federal Communications Commission, however, warned the system could face "harmful interference" from rival freight railroad systems along another busy track between Boston and New Haven, Conn.
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The technology was already installed on tracks Amtrak owns in the Northeast Corridor from Boston to Washington, but it wasn't in operation when Amtrak Northeast Regional train 188 entered a curve in Philadelphia at 106 mph on May 12.
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The train was travelling at 106 mph when it entered a 50 mph-restricted curve. As the train entered the curve, the engineer applied the emergency brakes.
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Installation will first occur in the 70 ACS-64 locomotives that will power all Northeast Regional and long-distance trains between Washington, New York and Boston, as well as Keystone Service between New York, Philadelphia and Harrisburg, Pa.
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An examination of the signals systems has revealed no anomalies or malfunctions. The NTSB has possession of the Amtrak engineer’s cell phone. Additionally, under its enforcement authority, the Federal Railroad Administration subpoenaed and obtained the engineer’s cell phone records and has shared that data with NTSB forensic experts.
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